Fan shroud for motor vehicle

ABSTRACT

A valve for a cooling assembly of a vehicle is capable of improving air-blowing efficiency through rotation of a fan at the time of stopping the vehicle and improving heat-exchange efficiency of a heat exchanger provided in an engine room of the vehicle through an increase in an amount of introduced driving wind at the time of driving the vehicle by including a valve assembly controlling introduction and discharge of the driving wind. The valve assembly is capable of preventing deterioration of wind-amount performance due to leakage of air by blocking a gap generated between the shroud and the valve assembly to minimize air leaked through the gap.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a divisional patent application of U.S.patent application Ser. No. 15/858,200 filed Dec. 29, 1017 which is adivisional patent application of U.S. patent application Ser. No.15/016,434 filed Feb. 5, 2016 which claims priority under 35 U.S.C. §119 to Korean Patent Application No. 10-2015-0018690 filed on Feb. 6,2015 and Korean Patent Application No. 10-2015-0121102 filed on Aug. 27,2015 in the Korean Intellectual Property Office, the disclosure of eachof which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

The following disclosure relates to a cooling assembly for a vehicle.More particularly, the following disclosure relates to a coolingassembly for a vehicle that is capable of improving air-blowingefficiency through rotation of a fan at the time of stopping thevehicle, and improving heat-exchange efficiency of a heat exchangerprovided in an engine room of the vehicle through an increase in anamount of introduced driving wind at the time of driving the vehicle byincluding a valve assembly controlling introduction and discharge of thedriving wind. The cooling assembly is further capable of preventingdeterioration of wind-amount performance due to leakage of air byblocking a gap generated between the shroud and the valve assembly tominimize air leaked through the gap.

BACKGROUND

Generally, an engine room of a vehicle is provided with an engine, acooling device for cooling the engine, an air-conditioning device, andthe like. The cooling device, which is to cool the engine of thevehicle, is configured to include a radiator for cooling a coolant ofthe engine and a cooling assembly generating an air flow to the radiatorto improve heat radiation efficiency of a surface of the radiator,thereby further promoting cooling efficiency of the coolant.

The cooling assembly is configured to blow air to an air cooling typeheat exchanger such as the radiator, a condenser, or the like, of thevehicle in order to promote heat radiation of the air cooling type heatexchanger, and is classified into a pusher-type cooling assembly and apuller-type cooling assembly depending on a position in which the heatexchanger is disposed.

The pusher-type cooling assembly is a type in which an axial-flow fan isdisposed in front of the heat exchanger in the vehicle to forcibly blowair from the front of the vehicle toward the rear of the vehicle. Sinceair-blowing efficiency of the pusher-type cooling assembly for the heatexchanger is low, the pusher-type cooling assembly is used in the casein which a margin space behind the heat exchanger within the engine roomis narrow. On the other hand, the puller-type cooling assembly is a typein which an axial-flow fan is disposed behind the heat exchanger in thevehicle to pull air in front of the heat exchanger in the vehicle,thereby allowing the air to pass through the heat exchanger. Sinceair-blowing efficiency of the puller-type cooling assembly is relativelyhigher than that of the pusher-type cooling assembly, the puller-typecooling assembly has been used in most of vehicles.

A perspective view of a cooling assembly F for a vehicle according tothe related art is illustrated in FIG. 1, and a front view of thecooling assembly F for a vehicle according to the related art isillustrated in FIG. 2.

Referring to FIGS. 1 and 2, the cooling assembly F is configured to befixed to a rear end of a heat exchanger in order to introduce cooled airinto the heat exchanger, comprises an assembly of a fan 10 and a shroud30. The cooling assembly F is configured to include the fan 10 forblowing air, a motor 20 for driving the fan 10. The shroud 30 includes abody 31 having a vent hole formed at the center thereof and a motorfixing part 32 fixing and supporting the motor 20 disposed at the centerof the vent hole. The motor fixing part 32 is supported and formed by aplurality of stators 33 extended from a plurality of points of an innerperipheral surface of the vent hole in a centrifugal direction.

The cooling assembly F for a vehicle according to the related art havingthe configuration as described above has an advantage that coolingperformance of the heat exchanger may be improved using forcibleair-blowing by rotation of the fan 10 at the time of stopping thevehicle, but has a disadvantage that a portion other than the vent holeon the body 31 is closed at the time of driving the vehicle, such thatintroduction of the driving wind is hindered by a closed area on thebody 31, thereby deteriorating cooling performance of the heatexchanger.

A technology related to a cooling assembly in which an air inlet isformed in a closed portion on the body 31 has been disclosed in order tosolve the problem as described above. However, in this technology, airblown to the heat exchanger through rotation of the fan flows backwardthrough the air inlet at the time of stopping the vehicle at which thedriving wind is not generated, such that cooling performance of the heatexchanger is deteriorated.

SUMMARY

An embodiment of the present disclosure is directed to providing acooling assembly for a vehicle including a valve assembly formed on aclosed surface of a body other than a vent hole of the cooling assembly,the closing means is configured for controlling introduction anddischarge of the driving wind. The cooling assembly is maintained in aclosed state at the time of stopping the vehicle to improve air-blowingefficiency, and opened at the time of driving the vehicle to improveintroduction efficiency of the driving wind.

Particularly, an embodiment of the present disclosure is directed toproviding a cooling assembly for a vehicle capable of reducing assemblytime by configuring a door so as to be coupled onto the body of thecooling assembly in a one-touch scheme, and improving assembly qualityby using a structure in which the door may not be assembled in a reversedirection.

In addition, an embodiment of the present disclosure is directed toproviding a cooling assembly for a vehicle capable of preventingdeterioration of wind amount performance due to leakage of air byblocking a gap generated between a shroud and a valve assembly tominimize the air leaked through the gap.

In one general aspect, a cooling assembly for a vehicle includes: a fanfor blowing air; a motor for driving the fan; a shroud including a body,the body having a vent hole formed at the center thereof and a motorfixing part coupling and supporting the motor disposed at the center ofthe vent hole. The motor fixing part is supported and formed by aplurality of stators extended from a plurality of points of an innerperipheral surface of the vent hole in a centrifugal direction. A valveassembly is provided on the body and is configured to controlintroduction of the driving wind depending on whether or not the vehicleis driven. The valve assembly includes an air introduction part openedand formed on the body so that the driving wind is introduced into aheat exchanger. The valve assembly further includes a door partincluding a shaft coupled to an upper portion of the air introductionpart so as to be freely rotatable in order to control the introductionof the driving wind depending on whether or not the vehicle is driven,and a door coupled to the shaft and configured to close or open the airintroduction part by rotation of the shaft.

In the door part, the door may be provided on a surface of the bodytoward the rear of the vehicle so as to be opened toward the rear of thevehicle, and may have a cross-sectional area larger than that of the airintroduction part to prevent passage of the door through an airintroduction hole of the air introduction part, wherein the door cannotbe opened toward the front of the vehicle.

The air introduction part may include a first rotation coupling part anda second rotation coupling part. The first rotation coupling part isformed in a closed ring shape so that a first end of the shaft is fittedthereinto in an axial direction. The second rotation coupling part isformed in a partial ring shape having an opening part formed so that asecond end of the shaft is fitted thereinto in a radial direction. Adistance across the opening part may be smaller than a diameter of theshaft.

A door contact part is configured to contact a surface of the doortoward the front of the vehicle when the door part is in a closedposition. The door contact part may be formed along a perimeter surfaceof the air introduction hole so as to protrude toward the rear of thevehicle. The door contact part may include side surface contact partseach formed at an incline with respect to a length direction of thevehicle. The side surface contact parts are formed at opposing sides ofthe air introduction hole. A lower contact part is formed in a widthdirection of the vehicle at a lower portion of the vehicle, and span adistance between the side surface contact parts. The side surfacecontact parts may have a protrusion length that becomes long toward thelower portion of the vehicle so that the door is closed in a state inwhich a lower end portion of the door is inclined toward the rear of thevehicle.

The first rotation coupling part may be provided with a stopper limitingrotation of the door so that the door is not opened beyond apredetermined angle.

A head part having a diameter larger than that of the shaft may beformed at the second end of the shaft, and the diameter of the head partis larger than an inner diameter of the first rotation coupling part.

The cooling assembly may further include a blocking part extended fromthe body in a downward direction so as to enclose an upper portion ofthe door part toward the front of the vehicle. The blocking part may beextended in the downward direction so that a first linear distance fromthe center of the shaft to a distal portion of the blocking part at thefront of the vehicle is smaller than a second linear distance from thecenter of the shaft to the uppermost end of the blocking part at therear of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a cooling assembly for a vehicleaccording to the prior art.

FIG. 2 is a front view of the cooling assembly for a vehicle accordingto the prior art.

FIG. 3 is a front perspective view of a cooling assembly for a vehicleaccording to an embodiment of the present disclosure.

FIG. 4 is a front view of the cooling assembly shown in FIG. 3.

FIG. 5 is a perspective view of a valve assembly according to anembodiment of the present disclosure.

FIG. 6 is a perspective view of a valve assembly shown in FIG. 5,wherein a door part is removed for illustration.

FIG. 7 is a cross-sectional view of the valve assembly of FIG. 5,wherein the door part is in a closed position.

FIG. 8 is a cross-sectional view of the valve assembly of FIG. 5,wherein the door part is in an open position.

FIG. 9 is a perspective view of a door part according to an embodimentof the present disclosure.

FIG. 10 is a front perspective view of the valve assembly of FIG. 5,wherein a door part is in a closed position.

FIG. 11 is a front perspective view of the valve assembly of FIG. 5,wherein a door part is in an open position.

FIG. 12 is an enlarged fragmentary cross-sectional view of the valveassembly of FIG. 5, showing a blocking part of the valve assembly.

DETAILED DESCRIPTION OF MAIN ELEMENTS

1000: cooling assembly for vehicle

100: shroud

111: body

112: motor fixing part

113: stator

114: fan

115: motor

116: vent hole

200: valve assembly

210: air introduction part

210 a: door protecting part

211: air introduction hole

212: door contact part

212 a: side surface contact part

212 b: lower contact part

213: first rotation coupling part

214: second rotation coupling part

215: stopper

216: opening part

220: door part

221: door

222: shaft

223: head part

230: blocking part

DETAILED DESCRIPTION OF EMBODIMENTS

Hereinafter, a cooling assembly for a vehicle according to an embodimentof the present disclosure will be described in detail with reference tothe accompanying drawings.

An entire perspective view of a cooling assembly 1000 for a vehicleaccording to an embodiment of the present disclosure is illustrated inFIG. 3, and a front view of the cooling assembly 1000 for the vehicle isillustrated in FIG. 4.

As illustrated in FIGS. 3 and 4, the cooling assembly 1000 is configuredto be fixed to a rear end of a heat exchanger (not shown) for thevehicle in order to introduce cooled air into the heat exchanger, and isconfigured to include a fan 114 for blowing air, a motor 115 for drivingthe fan 114, and a shroud 100. The shroud 100 includes a body 111 havinga vent hole 116 formed at the center thereof, and a motor fixing part112 for fixing and supporting the motor 115 disposed at the center ofthe vent hole 116. The motor fixing part 112 is supported and formed bya plurality of stators 113 extended from a plurality of points of aninner peripheral surface of the vent hole 116, in a centrifugaldirection. Since the fan 114 according to the present disclosure may bean axial-flow fan 114 that is generally used, a detailed description forthe fan 114 will be omitted.

The motor 115, which is a driving source, allows air to be blown byrotating the fan 114 in the in order to cool a heat exchange mediumpassing through an inner portion of the heat exchanger for a vehicle.The motor 115 may be powered by general direct current (DC) oralternating current (AC).

The shroud 100 is configured to guide the air blown by the rotation ofthe fan 114, and is fixed to the heat exchanger for the vehicle in astate in which it supports the motor 115.

The shroud 100 has the vent hole 116 formed at the center thereof inorder to guide the blown air in an axial direction. The body 111 of theshroud 100 has a quadrangular shape corresponding to a shape of the heatexchanger, so that a rear surface of the shroud 100 may contact theentire opposing surface of the heat exchanger. The body 111 of theshroud 100 is formed of a synthetic resin. Here, the vent hole 116 ofthe shroud 100 may be formed in a circular shape in order to reduce windpressure loss to improve air-blowing efficiency of the fan 114.

In addition, the shroud 100 is provided with the motor fixing part 112for coupling and supporting the motor 115 disposed at the center of thevent hole 116. The motor fixing part 112 is supported and formed by theplurality of stators 113 extended from the plurality of points of theinner peripheral surface of the vent hole 116 in the centrifugaldirection.

The cooling assembly 1000 further includes a valve assembly 200including an air introduction part 210 formed in a closed part of thebody 111, separate from the vent hole 116. The air introduction part 210is configured to introduce the air into the heat exchanger at the timeof driving the vehicle. The valve assembly 200 further includes a doorpart 220 disposed in the air introduction part 210. The door part 220 isconfigured for closing the air introduction part 210, so that the airintroduced into the heat exchanger through the vent hole 116 of the body111 does not flow backward through the air introduction part 210 at thetime of stopping the vehicle. As shown in FIGS. 10-12, the airintroduction part 210 further includes a blocking part 230 extended fromthe body 111 so as to enclose an upper portion of the door part 220toward the front of the vehicle.

FIG. 5 is a perspective view illustrating the valve assembly 200 of thecooling assembly 1000. FIG. 6 is a perspective view illustrating the airintroduction part 210 of the cooling assembly 1000. FIG. 7 is across-sectional view illustrating the valve assembly 200 of the coolingassembly 1000 wherein a door 221 of the valve assembly 200 is closed.FIG. 8 is a cross-sectional view illustrating the valve assembly 200 ofthe cooling assembly 1000 the door 221 is opened. FIG. 9 is aperspective view illustrating the door part 220 of the cooling assembly1000. FIG. 10 is a perspective view illustrating the valve assembly 200of the cooling assembly 1000, wherein the door 221 is closed. FIG. 11 isa perspective view illustrating the valve assembly 200 of the coolingassembly 1000, wherein the door 221 is opened. FIG. 12 is an enlargedfragmentary cross-sectional view illustrating the blocking part 230 ofthe cooling assembly 100.

As illustrated in FIG. 5, the valve assembly 200 is configured toinclude the air introduction part 210 formed in a region separate fromthe vent hole 116 on the body 111, wherein the door part 220 isconfigured to open or close the air introduction part 210 depending onwhether or not the driving wind is introduced.

Referring to FIGS. 5 through 8, the air introduction part 210 includesan air introduction hole 211 and a door contact part 212. The airintroduction hole 211 penetrates through the body 111 in a lengthdirection of the vehicle so that the driving wind is introduced.Although the case in which the air introduction hole 211 has arectangular shape of which a width is longer than a height has beenillustrated, a size and a shape of the air introduction hole 211 may bechanged depending on a shape of the body 111 or a position of the body111 in which the air introduction hole 211 is formed.

The door contact part 212 is formed along a perimeter of the airintroduction hole 211, and may protrude from a surface of the airintroduction part 210 toward the rear of the vehicle, wherein the doorcontact part 212 contacts a surface of the door 221 to close the airintroduction hole 211.

In addition, the door contact part 212 may include a pair of sidesurface contact parts 212 a formed at opposing sides of the airintroduction hole 211, and a lower contact part 212 b formed along alower side of the air introduction hole 211. The lower contact part 212b is formed along a width direction of the vehicle and spans a distancebetween the pair of the side surface contact parts 212 a.

The side surface contact parts 212 a are formed at an incline withrespect to the length direction of the vehicle. Here, as illustrated inFIGS. 7 and 8, the side surface contact parts 212 a may be formed tohave a protrusion length that increases toward a lower side of thevehicle. The lower contact part 212 b may be formed to have a protrusionlength corresponding to the protrusion length of a lower end of the sidesurface contact parts 212 a, wherein the side surface contact parts 212a and the lower contact part 212 b are continuously formed. This is toclose the door 221 of the door part 220 in a state in which a lower endportion of the door 221 is inclined toward the rear of the vehicle bythe door contact part 212. In the case in which the door 221 is closedso that the lower end portion thereof is inclined toward the rear of thevehicle, it is possible to prevent the door 221 from being opened at thetime of vibrations of the vehicle, and it is possible to prevent thedoor 221 from being opened particularly even in the case in which thevehicle is stopped on an ascent road.

A first rotation coupling part 213 and a second rotation coupling part214 are formed at opposing ends of an upper side of the air introductionhole 211. The first rotation coupling part 213 is rotatably coupled to afirst end of a shaft 222 of the door part 220 and the second rotationcoupling part 214 is rotatably coupled to an opposing second end of theshaft 222.

In addition, a door protecting part 210 a is formed at an outer side ofa perimeter surface of the door contact part 212 in order to preventmovement of the cooling assembly 1000, or damage to the door part 220 atthe time of assembling the vehicle. The door protecting part 210 a isformed adjacent a perimeter of the air introduction part 210. In moredetail, the door protecting part 210 a is formed to be spaced outwardlyfrom a perimeter of the door contact part 212, and is extended towardthe rear of the vehicle. A protrusion length of the door protecting part210 a may be longer than the protrusion length of the lower contact part212 b, wherein the door protecting part 210 extends beyond the doorcontact part 212. In more detail, when the door 221 contacts the doorcontact part 212, the door protecting part 210 is further extendedtoward the rear of the vehicle as compared with the door 221.

The first rotation coupling part 213 is formed at the upper side of theair introduction hole 211, and may be formed at a first end of the airintroduction hole 211 in the width direction of the vehicle. The firstrotation coupling part 213 is configured so that a first end of theshaft 222 is coupled thereto so as to be freely rotatable within thefirst rotation coupling part 213. The first rotation coupling part 213may be formed in a closed ring shape so that the second end of the shaft222 is fitted thereinto in an axial direction of the shaft 222.

The second rotation coupling part 214 is formed at the upper side of theair introduction hole 211, and may be formed at a second end of the airintroduction hole 221 in the width direction of the vehicle. The secondrotation coupling part 214 is configured so that the second end of theshaft 222 is coupled thereto so as to be freely rotatable within thesecond coupling part 214. The second rotation coupling part 214 may beformed in a partial ring shape, wherein an opening part 216 is formed ina circumference of a sidewall of the second rotation coupling part 214so that the shaft 222 is received by the second rotation coupling part214 in a radial direction of the second rotation coupling part 214. Awidth across the opening part 216 may be smaller than a diameter of theshaft 222, wherein the shaft 222 is snap-fit into the second couplingpart 214 by applying a force to urge the shaft 222 through the openingpart 216. The snap-fit advantageously prevents inadvertent dislocationof the shaft 222 from the second rotation coupling part 214 when theassembling of the door part 220 is completed.

Accordingly, the door part 220 may be simply assembled to the airintroduction part 210 through the first rotation coupling part 213 andthe second rotation coupling part 214.

In detail, the first end of the shaft 222 of the door part 220 is fittedinto the first rotation coupling part 213 in the axial direction offirst rotation coupling part 213, and the second end of the shaft 222 ofthe door part 220 is snapped through the opening part 216 and into thesecond rotation coupling part 214 in the radial direction of the shaft222 of the second rotation coupling part 214, thereby making it possibleto complete the assembling of the door part 220.

In addition, the first rotation coupling part 213 may be provided with astopper 215 configured to limit a rotation the shaft 222 so that thedoor 221 is not opened beyond a predetermined angle.

Referring to FIGS. 5 and 9, the door part 220 is configured to includethe shaft 222 coupled to an upper side of the air introduction part 210and rotated about the axial direction of the shaft 222 to control thedoor 221 to be closed or opened. The door 221 is formed below the shaft222 and is caused to close or open the air introduction hole 211 by therotation of the shaft 222.

Here, the door 221 is provided on a surface of the body 111 toward therear of the vehicle so as to be opened by the driving wind introducedfrom the front of the vehicle, and may be formed to be opened toward therear of the vehicle.

In addition, the door 221 may have a cross-sectional area larger than across-sectional area of the air introduction hole 211 to prevent passageof the door 221 through the air introduction hole 211, wherein the door221 cannot be opened toward the front of the vehicle by air introducedfrom the rear of the vehicle. Therefore, the door 221 may be configuredto pass only air introduced from the front of the vehicle therethrough,and block the air introduced from the rear of the vehicle.

For the purpose of the configuration as described above, the shaft 222formed above the door 221 may be coupled to the first rotation couplingpart 213 and the second rotation coupling part 214 of the airintroduction part 210 so as to be freely rotatable.

In addition, a head part 223 having a diameter larger than that of theshaft 222 may be formed at the second end of the shaft 222. Here, thediameter of the head part 223 is larger than an inner diameter of thefirst rotation coupling part 213 to prevent the second end of the shaft222 from being fitted into the first rotation coupling part 213 in theaxial direction. Therefore, the head part 223 of the shaft 222 preventsthe door part 220 from being misassembled.

As illustrated in FIGS. 7, 8, and 10 to 12, the valve assembly 200 ofthe cooling assembly 1000 further includes the blocking part 230extended from the body 111 so as to enclose the upper portion of thedoor part 220 toward the front of the vehicle.

The blocking part 230 is extended from the body 111 of an upper end ofthe air introduction hole 211 in a downward direction so as to enclosethe upper portion of the door part 220 toward the front of the vehicle.

That is, in the valve assembly 200, after the shaft 222 is assembled toan upper portion of the air introduction part 210 so as to be freelyrotatable, the door part 220 falls in a downward direction by gravity,such that a vertical gap is generated along a horizontal directionbetween the body part 111 and the door part 220.

That is, in the valve assembly 200, the vertical gap is generated alongthe horizontal direction between the body part 111 and the door part 220by the gravity, and air is leaked through the gap, such that a windamount performance is deteriorated.

Therefore, the valve assembly 200 includes the blocking part 230enclosing the upper portion of the door part 220 toward the front of thevehicle to prevent the vertical gap from being formed along thehorizontal direction between the body 111 and the door part 220, therebymaking it possible to minimize the air leaked through the gap.

Here, the blocking part 230 is formed so that a first distance L1 fromthe center of the shaft 222 to a distal portion of the blocking part230, at the front of the vehicle, is smaller than a second lineardistance L2 from the center of the shaft 222 to the uppermost end of theblocking part 230 at the rear of the vehicle, as illustrated in FIG. 12.

That is, the blocking part 230 is extended in the downward direction sothat the first linear distance L1 at the front of the vehicle is smallerthan the second linear distance L2 at the rear of the vehicle to blockthe gap in the horizontal direction, thereby making it possible tominimize the air leaked through the gap and prevent the wind amountperformance from being deteriorated.

The cooling assembly 1000 according to the instant disclosure improvesair-blowing efficiency through rotation of the fan 114 at the time ofstopping the vehicle, improves both of air-blowing efficiency anddriving wind introduction efficiency of the vehicle through an increasein an amount of introduced driving wind at the time of driving thevehicle, and improves cooling efficiency of the heat exchanger at thetime of stopping the vehicle and at the time of driving the vehicle.

Particularly, the door part 220 mounted on the shroud body 111 isconfigured so as to be assembled in a one-touch scheme, such that anassembly process is simplified, thereby improving productivity.

In addition, the door part 220 is configured so as not be assembled in areverse direction, such that assembly quality is improved.

Further, in the cooling assembly 1000, the gap between the shroud 100and the valve assembly 200 is covered to minimize the air leaked throughthe gap, thereby making it possible to prevent the deterioration of thewind amount performance due to the leakage of the air.

The present disclosure is not to be construed as being limited to theabove-mentioned embodiment. The present disclosure may be applied tovarious fields and may be variously modified by those skilled in the artwithout departing from the scope of the present disclosure claimed inthe claims. Therefore, it is obvious to those skilled in the art thatthese alterations and modifications fall in the scope of the presentdisclosure.

What is claimed is:
 1. A valve for a cooling assembly of a vehicle,comprising: an air introduction part disposed on a body of a shroud andincluding an air introduction hole formed through the body; and a doorpart configured to selectively move between an open position and aclosed position to open and close the air introduction hole, the doorpart including a shaft and a door fixedly coupled to the shaft, theshaft rotatably coupled to the air introduction part by a first rotationcoupling part and a second rotation coupling part, the first rotationcoupling part configured to axially receive a first end of the shaft andthe second rotation coupling part configured to radially receive asecond end of the shaft, wherein the door is selectively moved betweenthe open position and the closed position by rotation of the shaft. 2.The valve for a cooling assembly of a vehicle of claim 1, wherein thefirst rotation coupling part is a closed ring, and the second rotationcoupling part is a partial ring having an opening part formed therein.3. The valve for a cooling assembly of a vehicle of claim 2, wherein ahead part having a diameter larger than a diameter of the shaft isformed at a second end of the shaft, the diameter of the head partlarger than an inner diameter of the first rotation coupling part. 4.The valve for a cooling assembly of a vehicle of claim 2, wherein theopening part is configured to receive the second end of the shafttherethrough.
 5. The valve for a cooling assembly of a vehicle of claim1, wherein the air introduction hole is configured to prevent passage ofthe door through the air introduction hole.
 6. The valve for a coolingassembly of a vehicle of claim 1, wherein the air introduction partincludes a door contact part protruding from a surface forming aperimeter of the air introduction hole and configured to abut the doorwhen the door is in the closed position.
 7. The valve for a coolingassembly of a vehicle of claim 6, wherein the door contact part includesa pair of inclined side surface contacts formed on opposing sides of theair introduction hole, and a lower contact part formed along a lowerside of the air introduction hole, the lower contact part spanning adistance between the side surface contacts.
 8. The valve for a coolingassembly of a vehicle of claim 6, wherein the air introduction partincludes a door protecting part spaced outwardly from and bounding thedoor contact part, the door protecting part extending beyond the doorcontact part, wherein the door is contained within a perimeter of thedoor protecting part when the door is in the closed position.
 9. Thevalve for a cooling assembly of a vehicle of claim 1, further comprisinga blocking part formed on the air introduction part, the blocking partconfigured to enclose a gap formed intermediate the air introductionpart and the door part.
 10. The valve for a cooling assembly of avehicle of claim 1, further comprising a plurality of air introductionparts and a plurality of door parts.